Combustion-engine.



PATENTED JUNE 11, 1907. LE. & J. W. BENSE.

' COMBUSTION ENGINE.

APPLICATION FILED JULY 18. 1908.

2 SHEBTBSHEBT '1.

El vwen b ns No. $56,760. PATENTED JUNE 11,1907. J. H. & J. w. BENSE.

' COMBUSTION ENGINE. APPLIOATIOH rum JULY 1a, was.

2 SHEETS-SHEET a.

65 32. A? I v I vwouito'c 6. JEEGWSe Q vihwaaw I I 6 UNITED STATES PATENT OFFICE.

JOHN H. BENSE AND JOHN WM. BENSE, OF OAKHARBOR, OHIO.

COMBUSTION-ENGINE.

Specification of Letters Patent.

Patented June 11 1907.

Application filed July 18,1906. Serial No. 326,726.

To'all whom it may concern.-

Be it known that we, JOHN H. Barren and JOHN WM. BENSE, citizens of the United States, residing at Oakharbor, in the county of Ottawa and State of Ohio, have invented certain new and useful Improvements in Combustion-Engines; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilledin the art to which it ap ertains to make and use the same.

ur invention relates to new and useful improvements in as engines and more par ticularly to that class known as combustion engines and our object is to provide means for thoroughly mixing the gases employed as fuel with the air.

A further object is to provide suitable means for directing the fuel into the combustion chamber.

A still further object is to provide means for stopping the feed of the fuel and air into the combustion chamber when the engine has reached a certain speed.

Other'objects and advantages will be hereinafter referred to and more particularly pointed out in the claims.

In the accompanying drawing, which are made a partoi this application, i re 1 is a side elevation, partly 1n section, 0 our improved engine'showing the position of the several parts when the piston is on its up ward stroke the governor mechanism being omitted. Fig. 2 is a central sectional view through the engine and parts attached thereto showing the piston in its downward position and the fuel being directed into the combustion chamber, and, Fig. 3 is a detail plan view of a governor and valve controlling mechanism connected thereto.

Referring to the drawings in which similar reference numerals designate corresponding parts throughout the several views, 1 indicates the cylinder of our improved engine which is Slll'l0l111dcd by the usual form of water jacket 2.

. end thereof with suitable packing rings 6.

Dis osed within the combustion chamber 3 of t 0 cylinder 1 is a piston 4, said piston being provided with a closed head 5 at ohe end and open at its opposite; end and is pro-' vided around-its periphery near the closed Pivotally connected within the iston 4 is a connecting rod 7 the lower end of said piston 'sha'ft beingpivotally mounted upon'a crank arm 8 which is rigidly secured to the driving shaft 9, and the crank arm 8 is centrally disposed in a circular chamber 10 which is provided at its lower end with a suitable base 11 and by which means the cylinder 1 is supported. 5 I

The combustion chamber 3 is provided upon one side with an exhaust port 12 and u on its opposite side with an inlet port 13.

he head 5 is provided at a point in line with the inlet port 13 with a deflector plate 14, the object of said plate being to dlrect the incoming fuel to the upper end of the combustion chamber as wel as to prevent the exhaust from affecting the entrance of the fuel through the inlet port. Extending outwardly from the inlet ort 13 is a mi'xim chamber 15 having a verticall disposed vpflve 16 at its outer end, said va ve having a spring 17 surrounding the stem 18 of the valve thereby renderin the valve automatic in its operation. T e valve 16 is adapted to engage a seat 19 provided in the upper end of a vertically disposed air tube 20through which air is introduced into the mixin chamber 15 and it will be-seen thatwhen t e valve 16 is closed that the air will be cut off from the mixing chamber.

Fuel such as gasolene or the like is disposed into the tank 21 and is directed through a pipe 22 which connects with a jet-tube 23 at the upper end of the air tube 20, the jet-tube being so located that when the valve 16 is resting u on its seat the inner end of the jettubewil be closed thereby cutting ofi the fuel from the chamber. To more readily regulate the flow of the fuel into the mixing chamber we have provided a needle valve 24 which is adapted to be directed into the jet-tube 23 to re ulate the flow of the fuel therethrou h an if desired the needle valve may be 'rected far enough inwardly to entirely close the jet-tube and stop the fiow of fuel from the tank. a

The chamber 10 is rovided with an inlet pi e 25, the outer on of which is rovided when the piston 4 is directed to the upper end of the combustion chamber 3 that a vacuum will be formed in the chamber so that the tension of the spring 29 will be overcome and the valve 26 opened whereupon the chamber 10 will be filled with air. The upward movement of the piston 4 also relieves the pressure upon the lower side of the valve 16 whereupon the s ring 17 will close the valve and shut off t e flow of fuel throu h the jet-tube 23. As soon, however, as t e piston 4 starts on its return stroke the valve 26 will be closed and the air compressed in the chamber 10 and as soon as the upper end of the piston has reached the inlet port 13 the compressed air in the chamber 10 will overcome the tension of the spring 17 and open the valve 16'thereby directing the air from the chamber 10 and fuel from the pi e 22 into the mixing chamber where the particles of fuel and air are thoroughly commin led before being discharged into the com ustion chamber 3, the course of air and fuel being indicated by arrows in Fig. 2 of the drawing.

A governor is employed in connection 'th our improved engine, said governor being operativelv connected to the shaft 9 by means of a belt 31 or the like, so that when the shaft 9 is rotated the governor will be 0 erated. Each of the governor balls 32 is yieldingly secured to the upper end of the governor stem and caused to rotate therewith, each of said balls having a strap 33 secured to its lower edge and the lower end of said straps being yieldinglv secured to a movable collar 34 which is slidably mounted upon the stem of the governor. When the governor is rotated the momentum will move the halls away from the stem of the governor and cause the collar 34 to raise on the governor stem. ()ne end of a detent 3-5 is pivotally secured to the collar, 34 whilethe opposite end thereof is disposed into cooperation with the stem of the valve 26, the detcnt 35 being provided with a pivot point 36 u on which the detent 35 is adapted to rock. Tie object in providing the detent 35 is to control the speed of the engine it being her.

understood that when the en ine is traveling above a normal speed that t 1e expansion of the governor will direct the free end of the detent into the path-of the stem of the valve 26 so that when the valve is o ened the de-.

tent will be disposed in the pat of the valve stemand hold the valve open, the result hei that the air in the chamber 10 will be le t free to ass out through the inlet pipe 25 thereby caving the valve 16 closed'and the fuel cut off from the combustion cham- As soon, however, as the engine has again attained its normal speed the governorwill contract and direct the detent out of the path of the stem of the valve 26 whereupon compression will again take place in seeped the. chamber 10 and fuel be directed into the combustion chamber.

The oil or fuel is directed from the tank 21 through the pipe 22 by means of compressing air into the tank and to accomplish this result we have employed any suitable form of pump 37, the piston 38' of the pump being operated by an eccentric-39 dis osedon the cranked portion 40 of the shaFt 9, the air being directed from the pump into the tank 21 through a pipe 41 W-hlOh is provided at a suitable point between the pump and tank with a check valve 42 and the air is admitted into the pump through asimilar check valve 43.

Dis osed in the pipe 41 between thepump 37 an check valve 42 is a pot-valve 44, the object of said valve. being t at should the pressure in the tank 21 be greater than is necessary, as when the engine has attained a greater speed than required and thefuel is shut off from the combustion chamber, the pop-valve 42 will open and allow the air to esca e therethrough. As soon, however, as-

the el is again directed into the combustion chamber and the pressure relieved from the tank through the pipe '22 the pop-valve 42 will close and the air will be agam directedinto the tank.

While we have shown a particular kind of governor it will be understood that any desired form of overnor ma beernployed such as will readi y operate the detent or other construction to hold the valve 26 open. It will also be understood that. any preferred form of air compression pum may be emplgyed to compress the air in t e tank 21.

*hat we claim is:

1. The combination with a cylinder having a surrounding water jacket, and. a compression chamber at one end of said cylinder, said cylinder being provided with an inlet port and an exhaust port extending through said jacket, a piston movable within said cylinder, a driving shaft and means for actuating the piston, a governor actuated from said drlving shaft, a pivotally mounted detent operatively connected with the governor, a mixingchamher, a ipe communicating with the compres sion 0 amber, a vertically disposed air tube connecting'said pipe with the mixing chamber, a valve fitted to a seat at the up err-end of said tube, and a valve controlling t e inlet pipe to the compression chamber and having a stem movable in the path of said detent.

2. The combinationwith acylinder having a surrounding water jacket, and a compress sion chamber at one end of said cylinder, said cylinder being provided with aninletv port and an. exhaust port extending through said jacket, a pistonv movable within said cylinder, a driving shaftand means for actuating the piston, a governor actuated from said driving shaft, a pivotally mounted detent opera;- tively connected with. the governor, a mixing chamber, a pipe communicatin with the compression chamber, a vertical y disposed air tube connecting said pipe with the mixing chamber, a valve fitted to a seat at the u per end of said tube, a valve controlling t e inlet pipe to the compression chamber and .having a stem movable in the path of said detent, and a spring acting on sald stem.

3. The combination with a cylinder having a surrounding water jacket, and a'compresnsion chamber at one end of said cylinder, said cylinder being provided with an inlet port and. an exhaust port extending through said jacket a piston movable within said cylinder, a driving shaft and means for actuating the piston, a governor actuated from said driving shaft, a pivotally mounted detent operatively connected with the governor, a mlxing chamber, a pipe communicatin with the compression chamber, a vertically disposed air tube connecting said pipe with the mixing chamber, a valve fitted to a seat at the u per end of said tube, a valve controlling t e inlet pipe to thecom ression chamber and having a stem movab e in the path of said detent, a spring acting on said stem, and an adjustable nut on said'stembetween which gnldi the bearing on said stem saidspring is 4. The combination with a cylinder having a surrounding water jacket, and a compression chamber at one end of said cylinder, said.

cylinder being provided with an inlet portchamber, a pipe communicatin with the compression chamber, a vertical y disposed air tube connecting said pipe with the mixing chamber, a valve fitted to a seat at the u per end of said tube, a valve controlling t e mlet pipe to the com ressionchamber and having a stem movab e in the path of aid detent, and an air pump actuated from thedriving shaft for forcin air from said com- I pression chamber and chamber.

Intestimony whereof we have signed our names to this specification in the presence of e1 into the mixing two subscribing witnesses.

JOHN H. BENSE. JOHN WM. BENSE. Witnesses: E. HALE, WALTER BRADY. 

